Vehicle control system



May 12,1942. R. c. ALLEN EI'AL 2,283,133 VEHICLE cdmgoL- SYSTEM FiledJan. 12, 1940 E'ZSheets-S-heet 1 May 12, 1942. R. c. ALLEN EI'AL 72,283,133

VEHICLE CONTROL SYSTEM Filed 12, 1940 5 Sheets Sheet 2 5 Sheets-Sheet 3R. c. ALLEN ET-AL Fild Jan. 12, 194:)

VEHICLE CONTROL SYS IEM May 12, 1942,

May 12, 1942.- R C.

VEHICLE CONTROL SYSTEM ALLEN 5? AL 5 Sheets- Sheet 4 Filed Jan. 12, 1940May 12, 1942, R. c. ALLEN A VEHICLE CONTROL SYSTEM Filed Jan. 12, l40Sheets-Sheet 5 I Patented May 1?, i942 Robel't C. Allen,

Application ran it, rose, Se

25 @iaims. (61. res-sci) This invention relates generally to controlsystems for power driven vehicles and more particuiarly to controlsystems for mechanical drives in which one or more prime movers aremechanically connected with a drive shaft can 2" Kenney, est in throughreversible gearing including forward and reverse clutches for propellingthe vehicle ineither direction.

The primary object of this invention is to provide an improved controlsyst m which will positively prevent operation of the prime movers andan actuation of the clutch shifting means when ever the vehicle or anyof the prime movers are in motion.

' Another object of this invention is to provide an improved controlsystem of thistype operable to effect a slow operation of the primemovers or a portion of the gearing connected therewith to preventinterference between the teeth or jaws on the coactlng clutch membersand to facilitate disengagement of the coacting clutch members.

Another object of this invention is to provide an improved controlsystem of this type operable to prevent operation of the prime moverswhich might possibly result from a leaky throttle valve at the tme it isdesired to actuate the clutch.- shifting means.

Still another object ofthis invention is to provide a means which isactuated and operable to stop the vehicle or drive shaft and/or theprime mover whenever a means controlling operation of the clutchshifting means is operated.

A further object of this invention is to provide an improved controlsystem of thi type which is applicable to a multiple prime mover driveto eiiect a slow rotation of a portion of the gearing disposed betweeneach prime mover and the driving shaft actuated thereby and a sequentialengagement of the clutches.

The invention accordingly consists of various features of construction,combinations of elements and arrangements of parts as more particulsrlypointed out in the accompanying claims and in the accompanying detaileddescription in which:

Fig l is a schematic illustration of a locomotive driveembodying theinvention;

Fig.2 is a schematic illustration oia modified control system applied tothe drive shown in Fig. 1;

Fig. 3 is a more detailed illustration oi the hydraulic control systemshown in Fig. 1;

Fig. 4 is a partial perspective view of the clutch 'a kit and @larenceE. wa a: 'ly': amp

tour with parts broken away to show the interior construction;

Fig. 5 is a more detailed illustration of the mechemical control systemshown in Fig. 2;

Fig. 6 is a plan view or a gear box with the top cover member and thejacking sear removedto show the arrangement of the plication of thecontrol apparatus thereto;

Fig. 7 is a vertical section of the gear casing taken on line ---VII ofFig. 6

Fig. dis a vertical section through the gear casing taken on line -i ofFig. 2'; and

Fig. 9 illustrates a further modification oi the control system shown inFigs. 1 and 3.

Referring to the drawings, Fig. 1 shows a locomotive driven hy two primemovers i and 2 which may be of any desired type and which arehereinaiter referred to as turbines. Each oi the turhines i and 2 isoperatively connected with one 9 or more dri axles or groups oi drivingaxles 8 and d, respectively, by a similar means comprising the gearing dand a drive shaft l. The gearings t are of the double reductionreversing type and each comprises a pair oi lay shafts d and c each ofwhich is rotatahly supported in a series of suitahie' hearings it. Theshalt 8 is provided with a pair of gears it which are con stantly inmesh with a pair of pinions is secured to the turbine shaft it, a secondpair of gears H which 'are constantly in mesh with a pair of gears itsecured to the driven or drive s'hait l, and a positive reverse clutch2d.

The positive clutches i9 and 2e are each provided with a shiitingcollar2t and a clutch shifting her 21 which includesa laterally extending arm2d which arm is operatively connected-with the collar 2d. The clutchshifting bars 27 are each; provided with a fluid actuated operator 28and a fluid actuated locking device it. 32 designates a control valvemechanism'operatively connected with each of the operators it. Acombined braking and rotation responsive device 33 is arranged foroperative connection with each of the lay shafts 8 thereby renderingsaid devices responsive to the rotation of the'turbines i and 2. Asimilar device 34 is eratlve connection with I respect to one of thedrive shafts l as shown in connection with tur= gearing and the apalsoarranged for op.

bine 2. A speed responsive device 38 is operatively associated with eachof the lay shafts 9 and with each of the control valve mechanisms 87.Motive fluid for operating the prime movers I and 2 is delivered from agenerator 38 through a pipe 39, a control valve casing 4I, pipe 42 andthe pipes 43 and 44, respectively, as best shown in Fig. 2. The motivefluid exhausts from the turbines through suitable condults-45.- A fluidactuated valve operator 46 is secured to the control valve casing 4I anda manually operated 'valve actuating mechanism comprising a hand lever41, a slidably mounted rod 48 and a pivoted lever 49 is also'operativelyassociated with the.

control valve casing 4I. A fluid actuating-looking device 58 isoperatively associated with. the slidably mounted rod 48. I designates ajacking gear mechanism operatively associated with each of the turbinesI and v2 for efiecting a slow rotation thereof.

52 designams a source of fluid under pressure which is directlyconnected with each of the control mechanisms 32 associated with theclutch shifting operators 29 for the turbine 2 by means of the pipe 53and parallel connections com prising a pipe 54 and the pipes 55 and 59,respectively, and in this connection it should be noted that the controlmechanisms 32 which are associated with the. clutch operators 29 for theturbine 2 are-connected in series flow relation with respect to thecorresponding mechanisms associated with the turbine I by means of pipes51 and 58, respectively, and that the valve mechanisms 32 associatedwith the turbine I are connected together by means of the'pipe 59. Fluidunder pressure is suppliedto each .of the fluid actuated operators 29associated with the lay shafts 8 and 9 through the pipes 68 and 65,respectively, and the flow of fluid is controlled by the valve 6i whichis actuated by means of a hand lever 62. A notched quadrant 83 and afluid actuated locking device: and control valve mechanism 64 areoperatively associated with the quadrant 83. A main control valveBIi isactuated by means of a pivoted hand operated lever 81 which lever isoperatively connected by means of a slidable link 68 and a pivoted lever69 with a control valve 8 I. The link 88 coacts with a slot I2 in thesliding rod 48 to prevent a sliding move-' ment of the rod when the.hand lever 87 is moved in a clockwise direction from the position shown.

The valve 68. which is connected with the source' of fluid underpressure by means of pipes 55, 55 and 53 controls the admission .offluid under pressure to the pipes I4 and I8. Pipe 14 conducts the fluidto the combined braking and rotation responsive device 33 associatedwith turbine I and through the branch pipe 11 which in- -'cludes arestriction I5, and pipe 18 to the fluid actuated locking devices 3|, tothe combined braking and rotation responsive device 34 associatedwithturbine 2, and to the combined looking device and control mechanism 94.Pipe I9 conducts the fluid to the speed responsive and control valvemechanisms 31 and to each of the combined braking and rotationresponsive de- I vices 33 and 3.4 associated with the turbine 2.

. an axial engaging and disengaging movement with respect to thenon-slidable coacting clutch member 82. The lay shaft 9is provided withan arrangement of gears and clutch members identical to that justdescribed with respect to the -lay sha'ft 8.,Thes1eeve members 8| aresupported for concentric rotation with respect to the shafts 8 and 9 bymeans of the bearings 88.

The locking members 3| for the clutch shifting bars 21 each comprises acylinder 84 containing a piston 86 having a stem 81 extending through awall of the cylinder and arranged to enter a slot 88 in the shifting bar21 by the action of a spring 89 interposed between the piston and an endwall of the cylinder. The bars'21 are each provided with an additionalslot 98 adapted to to withdraw the stem 81 from the slots 88 and 98.

Each of the fluid actuated operators 29 com-'- prises a cylinder 82containing a piston 93 having a-stem 94 extending through an end .wallof the cylinder and pivotally connected with the clutch shifting bar 21and a compression spring 96 interposed between the piston head and. anend wall of the cylinder to urge the piston to the position shown in thedrawings. A fluid passage 91 which is connected to the pipe 88 if theoperator is associated with lay shaft 8 or to the pipe if the operatoris associated with the lay shaft 9, is provided in the side wall of thecylinder for admitting fluid under pressure beneath the piston in orderto move the piston to the right against the action of the spring98,'providing, of course, that the locking stem 81 has been withdrawnfrom the slot 88. The piston 93 has a second stem 98 which extendsthrough the other end wall of the cylinder 92 and into a valve chamber99 which is formed by a portion of the casing defining the cylinder 92and has attached thereto spaced piston portions I 8I and I82 providing abalanced valve structure. A passage I83 is connected with the pipe 56and an oppositely disposed passage I84 is connected with the pipe 59.The piston portion I82 coacts with passages I83 and I84 to control theflow of fluid through the chamber 99.

Each of the combined braking and rotation responsive devices 33comprises a cylinder I88 in which is disposed a combined power pistonand valve structure I81 biased to the position shown by means of thecompression spring I88. The piston I8! is provided with a 'stem I 89extending through an end wall of the cylinder in axial alinement and inproximity with respect to the adjacent end of the lay shaft 8.' Theadjacent end of lay shaft 8 is provided with a braking surface III whichalso functions as aclutch face and the adjacent end of the piston stemI89 is enlarged to provide a similar surface IIZ. A

biasing means II! is connected with stem I89 are brought into engagementand the shaft 8 is rotating. The cylinder I88 is provided with a passageII4 which is connected with the pipe I4 for admitting fluid underpressure to the space between the cylinder and piston tomove the pistonI81 toward the shaft 8 and to forcibly engage the surface II! with thesurface I I I. The

under pressure to the underside of the piston head I 9,283,133 pistonI01, particular reference being also had to sage II8. Pipe 18 isconnected with the passage H8, and with the piston I01 in the positionshown, the grooves II 6 and I I1 communicate with the drain connectionsH9 and I2I, respectively, and the solid portion of the pistonintermediate the said grooves is-opposite the passage .I I8. Thearrangement is such that when the piston is rotated in either directionfrom the position shown and to the extent permitted by the biasing meansH3, the passage H8 and the pipe 18 are Placed in communication with oneof the drain connections I I9, I2I by means of one of the grooves H6, II1. The combined braking and rotation responsive device designated 34 isconstructedand is associated with the drive shaft 1 in the same manneras set forth in the foregoing description with respect to the devices 33and the lay shafts 8.

The control valve mechanism 31 comprises a casing I26 having spacedpartitions I21 and I28 dividing the interior of the casing intocylinders I29, I3I and I32. The cylinder I29 contains a pressurebalanced piston type valve having spaced piston portions I33 and I34 anda stem I35 which is operatively connected with the axially movablecollar I36 of the speed responsive device 36 by means of a pivoted leverI31. The side wall of the cylinder I29 is provided with with a drainconnection I38 and with fluid passages I39 and HI which are arranged sothat when the valve is in the position shown the passages I39 and MI arein communication and so that when the speed increases above a desiredvalue the speed responsive device 36 moves the piston portions I33 andI34 towards the right and places the passage I39 in communication withthe drain connection I38. The cylinder I3I contains a piston operatedpressure balanced structure valve having axially-spaced piston portionsI42 and I43 and a stem I44 which extends through the partition I28 andinto the cylinder I32; The side walls of the cylinder I3I are providedwith fluid passages I41 and I48 andwith a drain connection I49 and thearrangement is such that when the valve portions I42 and I43. arepositioned as shown, passages I41 and I48 are in communication with oneanother and that when the valve is moved towards the left from theposition shown the passage I48is placed in communication with the drainconnection I49. Passages I39 and I41 are connected by the pipe I40 and apipe I45 connects passage I with the fluid supply pipe 56. A'pipe I50connects passage I48 with the overspeed valve operator 46. The end ofthe valve stem I44 which is disposed within the cylinder I32. isprovided with a piston II and a compression spring. I52 is disposedbetween the piston I5I and the partition I28. .The'

side wall of the cylinder I32 is provided with a pipe 16 for theadmission of fluid to the space between the end wall of piston I5I.

cylinder I54 provided with circumferentially' spaced fluid passages I56,I51, I58 and with the cylinder I32 and the spaced draixr' connections'I59 and I6I. The pipe I 60 which is connected to passage 91 in thecylinder 92 oithe operator 28 associated with the lay shaft 8 is alsoconnected to the passage I56 in the valve cylinder I54 and the pipewhich is connected to the passage 91 in the cylinder 92 of the operator.29 associated with the lay shaft'9 is also connected to the passage I58in the valve cylinder I54. Passage I51 in the valve cylinder I54 isconnected to the fluid supply pipe '56 by.

means 0! the branch pipe I61. A plug member I68 has spaced cylindricalportions I69 and I'll which are in contact with cylinder I54 and whichare so arranged that when the valve is in the position shown, thepassages I56 and I58 are in. i

communicationwith the drainpassages I6I and I59, respectively, and thatwhen the plug member is rotated through approximately thirty de-, greesin either direction from the position shown, one of the pipes 60, 65 isplaced in communication with the pipe I61. The plug member 1163 isprovided with an actuating handle 62 and a notched quadrant 63. Thehandle 62 is operatively connected with a biasing mean I14 which may besimilar to the means H3 disclosed in connection withthe'combined brakingand rotation responsive device 33 and which is operative to return theplugmember and handle to the position shown.

The combined control valve and locking mechanism 64 comprises a casingI16 having a partition I11 therein defining a valve cylinder I18 and apiston cylinder I19. Th valve cylinder contains a valve provided withaxially spaced piston portions I8I and I82 and a stem I83 which extendsthrough the partition I11 and piston cylinder I19 into engagement. witha slot I84 in the quadrant 63. A'portion of the stem I83 which isdisposed within the cylinder I19 is provided with a piston member I66and a compression spring I81 is disposed between the piston 'I86 and thepartition I11 whereby the valve portions IN and I82 and the piston I86are urged to the position shown. The side wall of the casing definingthe cylinder I19 is provided with a passage I88 which is connected withpipe 18 for admitting fluid under pressure to move the piston towardsthe left thereby compressing the spring I81 and withdrawingthe stem I83from the slot I84 in the quadrant 63. The side wall of the valvecylinder I18 is provided with a drain connection I89 and with fluidpassages I9I and I92. When the valve portions |8I and I82 are in theposition shown, the fluid passage I9I is in communication with the drainconnection I89 and when the said portions are moved to the left from theposition shown the passages I9I and I92 are placed in communication witheach other..

A pipe I94 connects passage I 92 with the fluid supply pipe 56.

The lacking gear 5| comprises a casing defining a valvecylinder I96 anda power cylinder I 91 in which is disposed a piston I98 biased to theposition shown by means or a compression spring I99. A piston stem 2 0Iextends downward from the piston and through the bottom wall of thecylinder and into engagement with a pawl 202 which is pivotallysupported on the bottom portion of the casing and which'is operativelyassociated with a ratchet'wheel 203 mounted on the turbine shaft I6.- VAvalve comprising axiallyv .spaced piston portions 204 and 206 disposedpassage 2 I9 provides communication between the cylinders I99 and I91and the side wall cylinder I99 is provided at its upper end with a drainconnection 211 and at an intermediate portion with a fluid inlet passagem. The fluid supply pipe 19 which includes a regulating valve 229 isconnected with passag 2|9. The arrangement is such that when the valveportions 294 and 299 are in the position shown and fluid under pressureis supplied through the passage 2|9, the fluid enters the top portion ofthe cylinder I91 through the passage 2|9 and urges piston I99 downwardagainst the action of spring I99 which by means of the pawl 292 eilectsa partial rotation of the turbine shaft I9. When the piston I98 hasmoved downward a predetermined distance, the spring 2 functions tosuddenly move the valve portions 204, 299 downward thereby placing theinterior of the cylinder I91 in communication with the drain connection2|1 which permits spring I99 to return the power piston I98 to theposition shown. This operation continues as long as fluidunder pressureis supplied'through the pipe 19 and effects a slow, stepby-step rotationof the-turbine shaft I9.

The interior of the valve casing 4| is provided with means forming valveseats 22| and 222 arranged in series flow relation and a throttle valvethe fluid supply pipe 99 with the" passage 242 and the passage 243 isconnected to the pipe 19. "The valve is operated by means of a pivotedthe rod 99 which i'srslidably mounted in a guide 29I and which isarranged to coact with the slot 12 in the slide rod 49. Movement of thehand lever 91 in a direction to permit the flow of fluid through passage242, cylinder 239 and pas- 223 and an overspeed valve 224 are arrangedto coact with the valve seats HI and 222, respectively. The stem of theoverspeed valve 224 is provided with a piston 229 disposed in thecylinder 49 attached to the valve casing 4|. compression spring 221which is disposed between the piston 229 and the outer wall of thecylinder 49 urges the valve 224 to its closed position as shown. Theside wall of the cylinder 46 is provided with a fluid inlet passage 228'which connects with the pipe I90 for admitting fluid under pressure tothe cylinder 49. The admission of fluid under pressure to the cylinder49 moves the piston 229 against the action of. the spring 221 and thevalve 224 to its fully open position. The position of the throttle valve223 is: controlled by the manually operated lever arrangement comprisinghand lever 41, the slide rod 48 which is supported in suitable guides23I and 232, and the pivoted lever 49. of the hand lever 41 to the rightfrom the position shown operates the lever 49 to open the throttlevalve. The slide rod 48, adjacent its point of connection to the handlever 4.1, is provided with an additional notch 234 which is.

adapted to cooperate with the locking mechanism 99.

The main control valve 99 comprises a cylinder 239 havingdisposedtherein, a valve means consisting of spaced piston portions 231 and 238and a stem 239 extending upward through the top of the cylinder andconnected with a biasing spring 24| which tends to hold the valveportions 231 and 238 in the position shown. The side wall of thecylinder 239 is provided with fluid inlet and discharge passages 242 and243, respectively, and the bottom wall is provided with a drainconnection 244 which communicates with the discharge passage 243 whenthe valve is in the position shown. The arrangement is such that whenthe valve is moved downward from the position shown against the actionof the spring MI 9. suflicient distance, the fluid inlet and dischargepassages 242 and 243 are placed in communication. A pipe 249 connectsMovement restricted orifice 19 in branch pipe 11 functions,

sage 243 moves the upper end of the rod 99 into the slot 12 in the sliderod 49.

The fluid-actuated locking device which coacts with the slot 234 in theslide rod 49 is identical to the locking devices 3| described inconnection with the clutch shifting bars 21 and like numerals are usedto designate the various parts. The inlet passage 9| is connected with apipe 292 and flow of fluid through the pipe 292 is controlled by thevalve 1| which comprises a cylinder 293 having disposed therein a valveprovided with spaced piston portions 294 and 299 and a stem 299extending upward through the cylinder 293. The stem 299 is operativelyconnected with the rod 99 by a pivoted lever 291. The side wall of thecylinder 293 is provided with a fluid inlet passage 299 which isconnected with the fluid supply pipe 99-by means including the pipe 299,pipe 99 and the control valve mechanisms 32 associated with the.operators 29, and with a fluid discharge passage 29| which is connectedwith the pipe 292. The valve portions 294 and 299 are so arranged thatwhen the valve is in the position shown fluid may pass-through thecylinder 293 and through pipe 292 into the cylinder 94 of the lockingdevice 99. The upper portion of the cylinder 293 I is provided with adrain connection 292 which is so arranged with respect to the fluidinlet passage 298 that when the valve portion 299 is moved downward asufficient distance the fluid" passage 29I and the drain connection 292are placed in communication.

The system hereinabove described operates to control the clutch shiftingmechanism, the over-,-

-speed control valve and the throttle valve in the following manner.Assuming that the parts are in the position shown in Fig. 3 and it isdesired to drive the locomotive in the ahead direction which is effectedby coupling the turbine shafts l9 with the driven shafts 1 by means ofthe lay shafts 9, the procedure'is as follows. Hand lever 91 is moved tothe right from the position shown which places the' inlet and dischargepassages of the valve 99 in communication with one another and with thepipe 99 which permits fluid under pressure to flow into the pipes 14 and19 and to the inlet passage I of each of the combined braking androtation responsive devices 33 and 34 and through branch pipe 11 andthe.

pipe 18, to the locking devices 3|, to-the inlet passage 9 of each ofthe combined braking and rotation responsive devices 33 and 34, and tothe inlet passage I99 in cylinder-I19 of the locking device and valvemechanism 94. The

in the eventthe pipe 19 is connected to drain, to maintain suflicientpressure in pipes 14 and 19 to hold the coacting surfaces III and H2 inbraking engagement and to actuate the piston |-9| in the device 31. v

The admission of fluid through the pipes 14, 19 to the devices 33, 34operates the piston I91 to move the combined braking and clutch survice8d will remain in the vice $1 is returned to the position sultantengagement of 9,288,138 iaces 2 into engagement with the similar co- [Biwhich movesthe valve a pipe 60 into the for engaging 22! moves thepiston 228 and closes the overspeed valve 225. The closure of valve 224prevents the flow of fluid to the turbine in the event the throttlevalve fails to fully close or in any other manner permits the passage ofsome operating fluid.

If any one of the shafts 7, and B rotating, a piston itl will be turneda suflicient distance to place the inlet passage H8 in communicationwith one of the drain connections lid, l2l and since the restrictedorifice l5 retards the flow of fluid through the pipe ll pressure willnot build up in'the pipe 18. Consequently, the locking devices 3| willnot beretracted with respect to the slide bars 21, the loc device 85will notbe retracted with respect to the quadrant t3, and the valveportions "I and I 82. of the locking desaid movement of the hand leverti in addition to actuating valve 68 also moves the rod 58 intoengagement with the slot is in the slide bar 48 and, through the mediumof the rod 68 and lever 25'', the valve ll downward from the positionshown which places the connection 2M of cylinder 258 in communicationwith the drain connection 262 and permits the spring as of lookingdevice so to move the piston as to the position shown with its stem slot23a in the slide rod 68. Consequently, the throttle lever ti and thereversing valve handle 62 are ;locked against movement and the combinedbrakhm and rotation responsive devices 33, 35 have functioned to stopthe rotation of the turbines and/or the movement of the locomotive. Thenext step in the procedure, assuming that one of the turbines and/or thelocomotive was in motion at the time the hand lever Bl was moved to theright, is to effect a return of the pistons it? of the devices 88, atand the piston 95! ofrthe device 3? to the positions shown in Fig. 3.This is accomplished by releasing the' lever 67 which permits the spring2M to return the valve 68 to the position shown and places positionshown The I l2, and places the passages I is eil'ected by moving thehandle 52 tothe right from the position shown which places the passagesI 61 and III of the reversing valve 8| in communication mits fluid underpressure to flow through the cylinder 92 of the operator 2! the aheadclutch is. The power piston 93 and the valve portions I08, 902, whichare connected therewith, are thereby moved to the right from theposition shown which in turn moves the clutch shifting bar 21 in adirection tending to engage the movable clutch member 83 with thestationary clutch member 82, which engagement is actually eflectedproviding the laws or teeth on the movable clutch member 88 aredisposedin alinement .with respect to the grooves or slots in the stationaryclutch member I03, I04 in the cylinder with one another 99 incommunication thereby permitting fluid under pressure to pass throughthe pipes 59 and 259 and into the cylinder 25% of valve ll. However,since the valve II has been moved downward by the actuation of handlever 6'! as previously described, no fluidenters the pipe 252 and theloc device 58. Movement of the piston it! of the device 87 eilects aclosure of the over-speed valve 224 in the manner and for the purposepreviously dey scribed. The releasing movement of the piston pipes id,76 in communication with the drain When the turbines and locomotive areat rest,

which may have been efiected by the operation of the braking mechanismsas previously described, theadmission of fluid under pressure to thepipes It, it, which ing the hand lever Bl to the right, and the rethecoacting braking and clutch surfaces Ill and H2 does not effect apartial rotation of the pistons Hi7. Consequently, the pipe it is notpiacedin communication with the,drain connections H9, iii and the fluidwithin the pipe is and the branches connected therewith is undersumcient pressure to actuate the locking devices 3! and $6 to releasethe clutch shifting bars 27 and the handle 62 of the reversing valve 6!,respectively. The shifting of the clutch member 33 on the lay shaft isaccomplished by mov- I86, of locking device 84, which ciated with thereversing valve 6!, also actuate the valve portions l8l and I82 andplaces the passages lei, its in communication with one another whichpermits .fluid under pressure to how through the pipe l9, regulatingvalve are and passage tie into the valve cylinder tee of the jackinggear 5! whereby the jacg gear efl'ects a slow step-by-step rotation ofthe turbine shaft it and of the axially movable clutch member at. Thisslow rotation of, the clutch member at will bring the Jaws or teeththereon into alinement with the coacting slots in the stationary member82, if such relation did not emst at the time the operator 29 wasactuated to efiect a clutch engaging movement, which will permit theoperator to slide the her as into engagement with member 82. The jackinggear 5! sumcient power when the said clutch members are engaged.

The gearing t is now conditioned for operating the locomotive in theforward direction and all that remains to be done in order to efiect anactual movement of the locomotive is to release the hand operated leverat which efiects a return of the valves device is does not have pistoniti in the device 31 The shifting bars 27 and 681, we to the positionshownwhich places pipe 19 and the jacking gear cylinders incommunication with the drain connection 589. The return of piston iti'moves thevalve portions M2, M8 to the position with one another whichperto turn the turbine shaft itshown which admits fluid t under pressurethrough pipe I45, cylinder I29, pipe I40, cylinder I3I and pipe into theoverspeed valve cylinder 46 to hold the valve 224 in' its fully openposition. The return'of valve' H to the position shown, since the fluidpressure in pipe 60 maintains pistol 193 in the clutch engaging positionwhich in turn holdsthe valve portion I02 in the position placingpassages I03 and I04 in communication with one another, places theinterior of the cylinder 84 of the locking dethrottle slide rod 48 whichpermits the throttle lever 41 to be moved to open the throttle valve223. The procedure necessary to condition. this system to drive thelocomotive in the reverse direction is similar to .that just describedin that the only difference resides in moving the lever 62 to the leftinstead of to the right-from the neutral position shown whichadmitsfluid under pressure to the operators associated with the lay shafts 9instead of to the operators associated with the lay shafts 8.

The opening of the throttle valve 223 will now admit working fluid tothe turbines I and 2 and the'locomotive will be driven in the forwarddirection. The speed and power of the locomotive may be varied from zeroto the maximum operating values merely by manipulating the throttlelever 41. The hand lever 61 will be held in the position shown by meansof the spring 2 and the reversing valve lever 62 will remain locked inthe ahead position until it is desired to drive the locomotive in thereverse direction. The valve portions I33 and I34 of the controlmechanism 31 are always in the position shown during normal operationand when the locomotive and the turbines are at rest, but in the eventthe turbines should overspeed the governors 36 will actuate the valveportions I33 and I34 to place the pipe I40, pipe I50 and cylinder 46 incommunication with the drain connection I38 there- 83 on the lay shafts}are disengaged from the cooperating stationary clutch members 82 by themovement of the pistons 93 which is effected by the springs 96 and themovable clutch members 33 on the lay shafts 9 are moved into engagementwith the coacting stationary clutch members 82 by the fluid underpressure in th pipe 65. From this point on the operation of the variousdevices and the additional steps required to effect an actual operationof the locomotive in the reverse direction are identical to those setforth with respect to the operation of the locomotive in the forwarddirection and a further explanation in this connection is deemedunnecessary for a complete understanding of the invention.

It should be obvious from the foregoing description that the system isoperable to prevent a clutch engaging or disengaging movement wheneverany one of the turbines and/or the locomotive are inmotion, that thefirst step in conditioning the locomotive for movement in eitherdirectioneffects the closure of a valve arranged in series flow relationwith respect to the throttlev valve in order to prevent the turbinesfrom being.

operated by the working fluid leaking pastthe throttle valve, and thatthe throttle valve is 'effectively locked in closed position until theturbine and drive shafts are actuallycoupled together to effect amovement of the locomotivein the selected direction. It should also beobvious that the automaticoperation of the jacking gear in connectionwith the operation of the clutch by permitting the overspeed valve 224to close.

When the locomotive is moving ahead and it is desired to drive thelocomotive in the reverse direction theflrst step is to close thethrottle valve 223 and bring the locomotive and the turbines to.

a complete stop as any attempt to actuate the locking devices 64 and 3|associated with the reversing valve 6| and the clutch shifting bars 21,

' will not be sufflcient pressure in the pipe 18 to withdraw the pistonstems 81 and I83 from the oppositely disposed slots in the shifting bars21 and in the quadrant 63, respectively. When the locomotive and theturbines have come to a complete stop, a movement of the lever 61. tothe 'right will effect a release of the locking devices 3| and 64 aspreviously described. The lever 62 may then be moved through the neutralposition shown and to the left which places pipe 60 in communicationwith'the drain connection I6 I and pipe 65 in communication with thesource of fluid under pressure by means of pipes I61 and 56.Consequently, the movable clutch members shifting mechanism permits theready engagement of the coacting-axially'movable and stationary clutchmembers and that the positive operation of the combined braking androtation responsive devices quickly brings the turbines and thelocomotive to a complete stop which materially reduces the timenecessary to efiect a reverse] of the locomotive and prevents thepossibility of damaging the gearing and clutch mechanism which mightresult if any one of the turbines and/or the locomotive is in motion.

The modified control system illustrated in Figs. 2 and 5 is somewhatsimilar to that illustrated and described in connection with Figs. 1 and3 and-in order to simplify the disclosure, like numerals are used todesignate similar parts. The

construction and arrangement of the gearings 6 including the forward andreverse clutches I9 and 24, respectively, ofthe throttle and over-speedvalves 223 and 224, respectively, of the jacking gears 6|, and of thegovernors 36 is identical to that shown in Figs. 1 and 3 and a furtherdescription with respect to these features is deemed unnecessary for acomplete understanding of the invention. This modification diifers fromthe system previously described in that the clutch are mechanicallyconnected to the opposite ends of a lever 262, which is mounted on afixed pivot 263, by means of links 264, levers 266 and links 261 andthat lever {62 is moved about its fixed pivot point 283 by means of thehand lever 268 and the interconnecting link 289. The links 264 areconnected with levers 268 by means of a pin and slot lost motionconnection? and the arrangement is such that when the hand lever 288 ismoved to the right from the position shown, a clutch engaging movementis imparted only to the bar Zl' which is associated with the aheadclutch I 9 and that due to the lost'motion connection 27! no movement isimparted to the bar 21 which is associated with the reverse clutch 25.Obviously, if the hand lever :88 is moved to the left instead of to theright, a clutch engaging movement will be imparted only to the bar-2iwhich is associated withthe reverse clutch 26. The clutchshiftins bars21 are biased to the .position shown by means of springs 272.

The levers res are each provided with a movable fulcrum 213 comprising alink 2', and a pressure balanced piston type valve structure 2W having acylinder 2', spaced piston portions in and 219, a-stem 28l which isconnected to the link 21d and=a spring 2% interposed between an end wallof the cylinder and the piston portion 279 and operable under normalconditions to maintain the fulcrum 218 of lever 286 in the Po sitionshown. The cylinder 27? is provided with fluid passages are and 2&4 andwith a drain connection 28S and the arrangement is such that when thepiston portions 278 and 2119 are in the position shown, passage 268communicates with the drain connection res and that when the valve ismoved to the right a sumcient distance passage 283 is placedcommunication with passage 286. The fluid supply pipe as is connectedwith passage 2% by means oi the pipe 231 and passage 285 isconnected'with the cylinder we of the jacking gear 58 by means of pipe288, check valve 289, pipe 29!, regulating valve 22d, and piperes.Consequently in the event the hand lever 2th is moved in a direction toefiect an engagement of the ahead clutch it and there is interferencebetween the ja'ws on the coacting clutch members 82, 83, it should beobvious that the shift bar 2t lever 368 is actuated to effect engagementof either the ahead clutch It or of. the reverse.

. clutch 24 and there is interference between the laws ,or teeth on thecoa'cting clutch members 82 and t3, the lacking. gear which is operableto efiect a slow rotation of one said clutch members is automaticallyrendered operative, and that. as

' long as there is nosuch interference, the jacking gear remainsinoperative. I The combined braking and rotation responsive devices 33and 84 difler from those shown in -Figs. 1 and 3 in that the piston It!is not a valve structureand in that the interlocking devices whichoperate to prevent a movement of the clutch shifting bars 27 when theturbine and/or the locomotive are in motion, each comprises a collar294i keyed to the piston stem A69 for rotation therewith and a radiallyex-- tending arm 298 provided with a bifurcated outer end 28? which isarranged to coact with the link 28% and the three slots 288 formedtherein.

The arm 29s is provided with a biasing means 299 which may beconstructed in the same manneras the similar means I18 shown in Fig. 3

and which is operative to permit a limited turning movement of thepiston l0! and arm 2.

in the event the coasting shaft is rotating when the braking surfacesill and H2 are brought into encasement and to thereafter return theparts to the position shown when the said surfaces are disengaged. Thepiston ill! in this modification is also provided with a second andoppositely disposed stem 80! having an enlarged end portion 8t? which isen aged by the roller wt mounted on the end of lever 3%. The arrangementis such that when the piston is moved by the lever 3% to engage thebraking surfaces ill, H2 and the shaft 8 is rotating, the biasing means2% permits the piston it? and the arm can only be moved the distanceseparating the opposed end surfaces of the interfering jaw members, thatthe continued movement of the hand lever 26% and the link 2% will causethe lever 26% to pivot about its point of connection with the link 2Mand move the valve portions 218 and 279 to the right against the actionof spring 382, and

that the resulting valve movement will permit fluid under pressure tohow into the cylinders ltd and it? of the inching gear hi to effect aslow step-oy-step rotation of the turbine shaft it and of the axiallymovable clutch member 3 associated therewith.

The slow rotation of the clutch member 83 willbar 2? permits the springM2 to return the valve 216 to the position shown thereby terminating theoperation of the jacking gear bl. The check valves 2&9 prevent the fluidpressure supply line from being connected to drain through the valve2'16 which is associated with the clutch shifting mechanism that remainsinoperative.

Consequently, it is seen that whenever the hand 2th to rotate a sumcientdistance to place a bifurcated portion of the arm 2% in alinement withthe link 2%, thereby preventing a clutch shifting movement of the handlever 26d and the links see. If the coacting shafts are not rotating,the arms are remain in the positions shown with the bifurcatedporticnsextending a over and under-the links 26d, thereby permitting a clutchshifting movement of thelinks. The device 38 also functions in. asimilar manner in the eventthe drive shaft l is rotating. The use ofthree slots 2% in the links 26% is necessary because the lost motionconnections between the links 2% and the levers 268 permit the links 2%to be moved to two different positions from the one which is shown.

The levers 8% for effecthig a braking surface engasins movement of thepistons it? of the combined braking and rotation responsive devices 33,as, is supported intermediate its ends on a fixed pivot 3% and isactuated by means of a power operator 3% comprisinga cylinder am havingdisposed therein a piston see, a spring 3% urging the piston to theposition shown; and a fluid inlet passage 3. The piston is provided witha stem 392 which is pivotally connected with each of the levers 3%. Theadmission of fluid under pressure to the cylinder 307 moves the pistonto the right thereby actuating levers 38d and the pistons it? brakingsurfaces l I i and H2.

Referring more particularly to Fig. 2, which shows a locomotive havingtwo driving units each embodying a prime mover and an associated gearing6, it is seen that each'of the gearinss 6 is provided with the clutchshifting mechto engage the anism, the combined braking and rotationresponsive device and the jacking gear control arrangement justdescribed, and that only one hand lever 263 is necessary since the stem3|: of

the power operator 336 is extended to connect with all of the levers334, and since the levers 262 and 264 are connected for simultaneousparallel movement by means oi. the link 233'. Consequently, a movementof the hand lever 263 to effect a clutch engaging movement either theahead clutch ill or of the reverse clutch 24 associated with the turbinel simultaneously actuates the combined braking and rotation responsivedevices associated with each of the units and simultaneously produces asimilar movement of the corresponding clutch associated with the turbine2. -In this connection, however, it. should be particularly noted thatthe axial spacing of the coacting clutch members 32 and 33 on the aheadand reverse clutches associated with the the same parts of the ahead andreverse'clutches the drain connection 333 which permits the fluid todrain from the overspeed valve operator 46 and the spring 221 to closethe overspeed valve 224. The overspeed valve is also closed in a likemanner whenever the power operator 336 actuates the valve M3 to placethe passage 322 and the pipe 324 in communication with the drainconnection 323.

Fluid under pressure is conducted to the power operator 336 through themain control valve 66.

. lever 34|- which is pivotally mounted on the lever associated with theturbine l, and that therefore 263 with its handle portion disposedadjacent the handle portion of the lever 263 and which is connected witha bar 342 slidably mounted for vertical movement on the lever 263." Thebar 342 is provided with a locking projection 343 adapted to coact withthe spaced notches 344 in the fixed quadrant 345 and with a roller 346which engages thevcam rtion 333 or the lever 333. The arrangement issuch that when the handle portion ofthe-lev 341 is moved toward thehandle be necessary in order to efiect a simultaneous engagement eitherof both forward clutches or of both reverse clutches.

-Referring again to Fig. 5, it is seen that the power operator 336 alsooperates a control valve 3l3 comprising a cylinder 3, spaced pistonportions 3l6, 3H, and a. stem 3l3 which is connected with the powerpiston stem 3l2 by the lever 3l3. The cylinder 3 is provided with fluidpassages 32i, 322 and with a drain connection 323. The arrangement ofthe piston portions 316 and 311 is such that when the power piston 333is in the position shown, fluid passages 32l and 322 are incommunication with one another and that when the power piston moves andactuates' the combined braking and rotation responsive devices 33 and34, the passage 322, which is connected with the overspeed 333 which isconnected with the slidable collar I33 of the speed governor 36 by meansof the' lever I31. The cylinder 321 is provided with fluid passages 33|and 332 and with a drain connection 333. Passage 33l is connected withthe passage 32! of valve 3l3 by the pipe 334 and the passage 332 isconnected with the fluid supply pipe 56 by the pipe 336. During normaloperation the valve 323 remains in the position shown and fluid underpressure flows through the pipe 336, valve 323,-. pipe 334, valve 3l3and the pipe 324 to the overspeedvalve operator 46 and maintains theoverspeed valve 224 in its fully open position. However, in the eventthe turbine overspeeds', the governor 36 actuates the valve 326.

to place the passage 32l in communication with portion oi the ever 263,which can be accompiishedby the operator grasping the handle portions ofboth levers in one hand, the lock bar 342 moves downward therebywithdrawing the locking projection 343 from the oppositely disposednotch 344 in the quadrant 345 and moving the lever 338 and the valve 66downward from the position shown. The downward movement of the valve 66,places the pipe 331, which was in communication with-the drainconnection 244, in communication with the fluid supply pipe 56 whichpermits fluid under pressure to flow into the cylinder of the poweroperator 336.

The 'hand lever 263 is also provided with an integral quadrant 341having spaced notches corresponding in number and arrangement to thenotches in the fixed quadrant 345. A rod-348, which is provided with alocking projection 343 coacting with the slot 12 in the throttle rod 43and which is-operatively connected with the stem 3l2 of the poweroperator 336 to be moved thereby by means'of the bell crank 35l, isoperatively connected with a locking bell crank lever 352.

which is arranged to have the end of one arm enter the oppositelydisposed notch in the quadrant 341. A rod 353 has one end connected withthe quadrant 341 so as to be actuated by movement of the lever 263 andits other end is provided with a locking projection 354 which coactswith the slot 234 in the'throttle rod 43. The throttle rod slots 12 and234 coact with the rods 343 and 353, respectively, so that when thepower operator 336 is actuated to efiect a clutch engaging movement orthe links 264, the projection .343 on the rod 343 looks the throttlerod. 43

against movement and so that when the lever 263 is moved to its ahead orreverse position, the

projection 354 on the rod 353 is shifted to persurfaces projection 343and a pair of laterally webs 381 mount the two of bearings 12 and 80which rotatably support ill on the shafts 8 and 1, respectively. Thepower operator 888 to lock the throttle rod and to withdraw the lockinglever 852 from engagement with the quadrant 341 on the hand lever 288.Consequently, if none of the shafts 1 and 8 is turning, the lever 268may be moved from the position shown to effect an engagement with eitherof the forward or of the reverse clutches as desired; The lever 84! cannow be released since the locking projection 843 on the rod 382 isdisposed opposite a slot 344 in the fixed quadrant 848. The release oflever 3 effects a return of the valve 88 and of the power operator 886to the positions shown whereupon the lever 288 is locked in itsshiftedposition by the said and by the locking bell crank lever 352. Thethrottle lever .81 may now be -moved to open the throttle valve 228 andsince the overspeed valve 228 is held open by fluid pressure in pipe824, the locomotive will be driven in the desired direction.

However, if any one of the shafts 1 and 8 was turning, when the handleportion of lever 8 was moved toward the bar 288, a locking arm 288would'have been shifted as previously described to prevent a movement ofthe hand lever 268 and the mechanism associated therewith. If

. this were the case, the operator after the elapse of a few secondswhich should be sufficient for the braking devices 33 and 38 to bringthe locomotive and/orthe turbines to a complete stop, would then releasethe lever '86! which would effect a return of the various parts to theirinitial positions. The lever 3 could then be immediately moved towardsthe handle portion of lever 268 which would permit the sequentialoperation of the various parts as briefly set forth in the precedingparagraph.

This modified system in addition to providing all of the safety featuresand advantages afforded by the system illustrated in Figs. 1 and 3 alsoeffects a sequential engagement of the correspouding clutches in amultiple power unit drive and the operation of the jacking gearassociated with each power unit only in the event there is actualinterference between the coacting clutch members of that particularunit.

Referring particularly to Figs. 6, 7 and 8, which shows a practicalcorrelation of the gearing 8 and the mechanically actuated controldevices schematically illustrated in Figs. 2 and 5, it is seen that thegearing is completely enclosed in a housing comprising amain bearingsupporting portion 351 and top and bottom cover members 358 and 359,respectively, which are removably secured to the main portion 351 by anysuitable means such as the bolts shown in Fig. 7. The main portion 351is provided with a plurality of spaced transverse bearing supportingwebs 381 and oppositely extending supporting brackets 382. The topportions of the laterally spaced series the lay shafts 8 and 9 and theconcentric sleeves 81, respectively. The turbine shaft bearings 21 areeach carried by a support 368 which is in turn carried by the topportion of the underlying bearing supporting web 36L The drive shaft 1is supported in spaced bearings 884 which are disposedion opposite sidesof the pair of gears 18 and which are carried by the bottom portion oftwo adjacent webs 861. The clutch shifting bars 21-are disposed onopposite sides of the housing and extend through alined guide openings388 in also moves the rod 388 48 against movement.

- bined braking and rotation responsive the lower part of two adjacentwebs 38L The valve structure and biasing means218 which is operativ'elyassociated with the adjustable fu'l= crum 218 of lever 288 is supportedby a bracket means 881 secured to the adjacent side wall of the bottomcover member 888. The links 284 are each s'lidablysupported by a bearing388 formed in the end wall of the bottom cover member 858. The pivot 888for the lever 804 is mounted on the corresponding end wall of the mainportion 851 as .is also the valve structure 828 which is actuated by thespeed governor 88. The comdevices 88 and 84 are each supportedon-theadjacent webs 38f by means of a bracket 388 which may be madeintegral with the cylinders I88. The stem 812 of the power operator 808passes through alined openings 818 disposed in an end wall of the mainportion 881 and in the bottom part of the adjacent web 881. The jackinggear mechanism 5| is supported on the "exterior surface of the top covermember 858 directly above the jacking gear-283 which is disposed ontheend of the shaft is that is remote from the turbine.

Fig. 9 shows a marine drive arrangement comprising twin screws 8 eachbeing driven by a separate turbine through the gearing 8 as described inconnectior with Figs. 1 to 5, inclusive. The control of this arrangementdiffers from that previously described, particular reference being hadto Figs. 1 and 8, in that each turbine and the associated gearingisprovided with the complete control system illustrated .in Fig. 3 wherebyeach turbine and the driving mechanism associated therewith may beindependently operated and controlled at any time. consequently, therelative speeds of the two driving units may be varied as desired andone unit may be operated to propel the vessel in one direction while theother unit is, either maintained idle or operated to propel the vesselin the opposite direction. "Like numerals are used to designate similarparts and since the operation andrthe control of the separate drivingunits is identical, with the exception of one feature, to that describedin connection with'Fig. 3, a further de-' tailed description in thisrespect is deemed unnecessary.

The aforementioned exception resides in the construction of the devices8d to function only as rotation responsive devices and in the provisionof a positive braking means which is operatively associated with eachdrive shaft 1 and which is rendered operative by the movement of thehand lever 81 and valve 88. The positive braking means comprises a brakedrum 312 secured to each of the drive shafts 1, a coacting brake shoe313, and a power operator for each of the brake shoes 313 comprising acylinder 318, a piston 813 having a stem 311 connected with the brakeshoe 313, a spring 818 arranged to urge the piston 318 and the brakeshoe 813 to the position shown, and a fluid inlet passage 313 wherebythe admission of fluid under pressure into the cylinder 313" causes thepiston to move and forcibly engage the brake shoe 313 with the brakedrum '8". The inlet passage 3181s connected with the source of fluidunder pressure 52 by means including the pipe 18, the valve 88 and thepipe 58 and the Y arrangement is such that the step of moving the handlever 31 either to the right or toy the left from the position shown.which step must be performed before the lever' 82 can be actuated toeffect a clutch engaging movement of the shift bars 21, admits fluidunder pressure to the cylinp of the driving units so as or stopping therotation of the driveshaft which is to be clutched to the turbine by themovement of the lever 62. The device 33 is constructed to function as acombined braking and rotation responsive device in the manner and forthe purpose previously described in connection with Figs. 1 to 5,inclusive.

It should therefore be obvious that the modification shown in Fig. 9 inaddition to providing all of the safety features and advantages affordedby the system illustrated in Ffigs. 1 and 3, also permits the individualdriving units to be separately operated and controlled in any desiredmanner which improves the flexibility of the driving mechanism andpermits a rapid maneuvering of the ditions. Moreover, while themodification shown in Fig. 9 is particularly applicable for thepropulsion or -water vehicles, it should also be obvious that certain ofthe features can be advantageously employed in connection with thepropulsion of land vehicles.

The invention contemplates a control system for power driven vehicleshaving one or more driving units each including positive forward andreverse clutches in which the control system is correlated with thevehicle and with one or more to effect a mode of control embodying oneor more of the following features:

(1) That the first step which is necessary in the manipulation of thecontrol system to effect a clutch engaging movement operates brakingmechanism which may include the usual braking system employed onvehicles to stop the movement of the vehicle and/or the rotation 'of thevehicle drive shaft and to stop the operation of the prime mover;

(2) That the said first step actuates mechanism operative to terminate:the development of power by the prime mover;

(3) That an operating movement of a driving unit and/or movement of thevehicle prevents an actuation of the clutch shifting means;

(4) That when the forward and reverse clutches are disengaged, the meanscontrolling the development of power by the prime mover is maintained inits inoperative position;

(5) That the manipulation of the clutch shifting mechanism effects aslow rotation of one of the coacting clutch members-to facilitate clutchengagement;

(6) That the manipulation of the clutch shifting mechanism effects asequential engagement of the corresponding clutches 'of a multiple driveunit;

(7) That the jacking gear mechanism is rendered operative only in theevent there. is actual vessel under the most adverse conmechanismincluding forward and ofvehicles and that it is not desired to limit theinvention to the particular modes of operation,

and details of construction herein shown and described as variousmodifications within the scope of the appended claims may occur topersons skilled in the art.

It is claimed and desired to secure by Letters Patent:

1. -'In combination with a vehicle having a plurality of prime moverseach connected with a driving element through power transmitting reverse.clutches for propelling the vehicle in either direction, clutchshifting means operable to engage either all of the forward clutches orall of the reverse clutches to'render the prime movers pp- 5 erablesimultaneously to effect'either a forward ora rearward movement of thevehicle, and means controlling the actuation of said shifting. means'oper'atlvely associated with each of said prime movers so that anoperating movement of any one of said prime movers prevents an actuationof the said shifting means. 2. In combination with a vehicle, having a.plurality of prime movers eachconnected with a driving element throughpowerv transmitting mechanism either all of the forwardclutches or -all-1 o f--the reverse clutches to'renderthe prime movers opinterferencebetween those coacting clutch members with which the jacking gearmechanism is.

associated; and

(8) That when a prime mover :is operating to propel the vehicle ineither the forward or the reverse direction, the control system isrendered inoperative to actuate the clutch shifting mechanism which isassociated with the operatingerable simultaneously to effect either aforward or 'a rearward movement, of the vehicle, and meanscoritrollingthe actuation of said shifting means andoperativelyflassociated with said vehicle so that either a forward or arearward movement of the vehicle prevents an 'ac'tuation'of the saidshifting means.

3; Infcombina'tion with a vehicle having a plu- 'rality of prime moverseach connected with adriving element through power transmittingmechanism including forward and clutches for propelling} the vehicleineither direction, means controlli-ng'the operations of the primemovers, clutch shifting means operable to engage either all'of theforward clutches or all of the reverse clutches to render'the primemovers operable simultaneously to effect either a forward or a rearwardmovement of the vehicle, and

means controlling the actuation of said means controlling the operationsof the prime movers and the actuation of said shifting means andoperatively associated with each' of said "prime movers so that whenthe. said means controlling the operations of the prime movers'ispositioned to terminate prime mover operation and thelsaidclutch'shifting means is in a neutral position an 1; U operatingmovement of any one of said prime movers prevents an actuation of thesaid-prime";

K the mover control means and an actuation said shifting r'neans.

mechanism' including forward and reverse c lut hesfor propelling thevehicle in either dijrectionpmeans controlling the operation of the primf movers,clutch-shifting means operable to engage; either allof theforward clutches orflal l of the reversej cl utches td. render theprimemovers operablebiinultaheously to effect eitheriaiforward or arearward movementof the vehicle; and means controlling the actuation 10fsaid. means controlling the operation of the i prime".rnovei's andthefa'ctuation of the said shifting means and including -forward andreverse clutche'sffor propelling-the vehicle in either direverse I 4. Incom i nation with'a vehicle having pluralityof prime movers eachconnected with "a driving element through power transmitting operativelyassociated with said vehicle so that when the said prime mover controlmeans is positioned to terminate prime mover operation and the saidclutch shifting means is in a neutral position either a forward or arearward movement of the vehicle prevents an actuation of the said meanscontrolling the operation of the prime movers and an actuation of thesaid. shifting means.

5. In combination with a vehicle having a plurality'of prime movers eachconnected with a driving element through power transmitting mechanismincluding forward and' reverse clutches for propelling the vehicle ineither direction, clutch shifting means operable to engage either all ofthe forward clutches or all of the reverse clutches to render the primemovers operable simultaneously to effect either a forward or a rearwardmovement ofthe vehicle, means controlling operation of the prime movers,and inter locking means controlling the actuation of said shifting meansand operatively associated with said means controlling operation of theprime movers so as to render the said clutch shifting means inoperablewhenever the said means controlling operation of the prime movers ispositioned to effect an operation thereof.

6. In combination with a vehicle having a plurality of prime movers eachconnected with a driving element through power transmitting mechanismincluding forward and reverse clutches for propelling the vehicle ineither direction, clutch shifting means operable to engage either all ofthe forward clutches or all of the reverse clutches to render the primemovers operated to erect a released the said clutch shiftingmeans.

8. In combination with a-vehicle having a plurality of primemovers eachconnected with a driving element mechanism including. clutches forpropelling the vehicle in either direction, clutch shifting meansoperable to en- Ease either all of the forward clutches or all of thereverse clutches to render the prime'movers operable simultaneously toeflect'either a forward or a rearward movement of the. vehicle, a motionresponsive device arranged for operative connec.

tion with each of said prime movers, and controlmeans operativelyassociated with said shifting means and witheach of said' motionresponsive devices so that the establishment 'of an operative connectionbetween each prime mover and its motion responsive device is necessaryto permit an actuation of the said shifting means and so that anoperating movementfiof any one of said prime movers also prevents ofsaid shifting means.

9. In combination rality of primermovers each connected with a drivingelement through power transmitting an actuation mechanism includingforward and reverse able simultaneously to effect either a forward or arearwardmovement of the vehicle, first means controlling operation ofthe prime movers, interlocking means controlling the actuation of saidshifting means, second means also controlling operation of the primemovers which is normally positioned to permit operation thereof andwhich is dispcsed in dominating relation with respect to said firstmeans, and means operatively associated with said interlocking andsecond means to effect a movement of said second means to a positionpreventing operation of said prime movers whenever said interlockingmeans is actuated to effect a release of the said clutch shifting means.r l

7. In combination with a vehicle having a pinrality of prime movers eachconnected with a driving element through power transmitting mechanismclutches for propelling the vehicle in either direc= tion, clutchshifting means operable to engage either all of the forward clutches orall of the reverse clutches to render the prime movers operablesimultaneously to effect either a forwarder a rearward movement of thevehicle, first means controlling operation of the prime moversinterlocking means controlling the actuation of said shifting means andoperatively associated with said first means so as to render the saidclutch shifting means inoperable whenever the said first means ispositioned to effect an operation of the prime movers, second means alsocontrolling opera ation of the prime movers which is normally positionedto permit operation thereof and which is disposed in dominating relationwith respect to said first means, and means operatively associated withsaid interlocking and second means to efiect a movement of said secondmeans to a position preventing operation of said prime including forwardand reverseclutches for propelling the vehicle'in either direction,clutch shifting means operable to engage either all of the forwardclutches or all ofthe reverse clutches operable simultaneously to effecteither a forward or a rearward movementof the vehicle, first meanscontrolling the operation of the prime movers, a motion responsivedevice arranged for operative connection with each of said prime movers,and control means operatively associated' with said shifting and firstmeans and with each of said. motion responsivedevices so that a movementof said first means to a position terminating operation of the primemovers. and the establishment of an operative connection between eachprime mover and its motion" re sponsive device is necessary to permit anactu ationof said shifting means and so that an operating movement ofanyone of said prime movers also prevents an actuation of said shiftingmeans.

-10. In combination with a vehicle having a plurality of prime m adriving element throughpowertransmitting mechanism includingforward andreverse clutches for propelling the'vehicle in either direction, clutchshifting means operable to engage either V reverse clutches to renderthe prime movers operable simultaneously. to effect either a forward'ora rearward-movement of the vehicle, first means controlling theoperation of the prime movers, a motion responsive device arranged foroperative connection with each of said prime movers. control means"operatively associated with said shifting and first means and with eachof said motion responsive devices so that a movenecessary to permit anmeans and so that an operating movement of any one of said prime moversalso prevents an actuation of the said shifting means, second means alsocontrolling operation of the prime movers position to prevent theopwhich is normally in a I eration thereof and which is disposed indominating relation with respect to said first means, and

through power transmitting forward and. reverse' with a vehicle having apluj to render the prime movers overs each connected with all of: theforward clutches or. all of the r means operatively associated with saidcontrol andsecond means to effect a movement of said second means to aposition terminating operation of the prime movers-whenever said-controlmeans is actuated to effect an operative connection between each primemover and its motion responsive device. l

11. In combination with a vehicle having a plurality of prime moverseach connected with a driving element through power transmittingmechanism including forward and reverse clutches for propelling thevehicle in either direction, clutch shifting means operable to engageeither all of the forward clutches or all of the reverse clutches torender the prime movers operable simultaneously to efiect either aforward or arearward movement of the vehicle, a motion responsive devicearranged for operative connection with a moving part of each primemover, an additional motion responsive device arranged for operativeconnection with a part which moves only when the vehicle is in motion,locking means operatively associated with said clutch shifting means andwith said motion responsive devices so that a movement of any one ofsaid devices in response to a movement of the part with which it isconnected operates to prevent an actuation of said clutch shiftingmeans, and

means operatively associated with said devices to effect an operativeconnection between each of said devices and parts and with said shiftingmeans to prevent an actuation of said shifting means prior to theestablishment of an operative connection between said devices and parts.12. In combination with a vehicle having-a plurality of prime moverseach connected with a driving element through power transmittingmechanism including forward and reverse clutches for propelling thevehicle in either direction, clutch shifting means operable to engageeither all of the forward clutches or all of the reverse clutches torender the prime movers operable simultaneously to effect either aforward or a rearward movement of the vehicle, first means controllingoperation of the prime movers,

a motion responsive device arranged for operative connection with amoving part of each prime mover, an additional motion responsive devicearranged for operative connection with a part which moves only when thevehicle is in motion, locking means operatively associated with saidclutch shifting means and with said motion responsive devices so that amovement of any one of said devices in response to a movement of thepart with which it is connected operates to prevent actuation of saidclutch shifting means, and means operatively associated with saiddevices to effect an operative connection between each of said devicesand parts and with said shifting and first means to prevent theestablishment of an operative connection between said devices and aparts, and an actuation of said shifting means i when said first meansis positioned to effect an operation of the prime movers.

13. In combination with a vehicle having a prime mover connectedfwith a.driving element through power transmitting mechanism including positiveforward and reverse clutch members,

clutch shifting means operable to selectively engage either the forwardor the reverse clutch members for propelling the vehicle in dtherdirection, means operative to effect a slow rotation of the prime moverto facilitate clutch engagement, and means controlling the operation ofsaid slow operating means and operatively connected tween the clutchmembers which are to be engaged.

14. In combination with a vehicle having a plurality of prime moverseach connected with a driving element through power transmittingmechanism including positive forward and reverse clutch members forpropelling the'vehicle in either direction, clutch shifting meansoperable to sequentially engage either all of the forward clutch membersor all of the reverse clutch members to render the prime movers operablesimultaneously to effect either a forward or a rearward movement of thevehicle, means operative to effect a slow operation of each of saidprime movers to facilitate clutch engagement, and means controlling theoperation of each. of said slow operating means and operativelyconnected with said clutch shifting means so that said slow operatingmeans is rendered operative by an. actuation of the said clutch shiftingmeans only in the event there is actual interference between thoseclutch members with which the slow operating means is associated.

15. In combination with a vehicle having a plurality of prime moverseach connected with a driving element through power transmittingmechanism including forward and reverse clutches for propelling thevehicle in either direction, clutch shifting means operable to engageeither all of the forward clutches or all of the reverse clutches torender the prime movers operable simultaneously to effect either aforward or a rearward movement of the vehicle, means operative toeffecta slow operation of each of said prime movers to facilitate clutchengagement, and means controlling operation of said slow operating meansand operatively connected with said clutch shifting means so that saidslow operating means is rendered operative by an actuation of the clutchshifting means.

16. In combination with a vehicle having a plurality of prime moverseach connected with a driving element through power transmittingmechanism including positive forward and reverse clutches for propellingthe vehicle in either direction, clutch shifting means operable tosequentially engage either-gall of the forward clutches or all of thereverse clutches to render said prime movers operable to effect either aforward or a rearward movement of the vehicle, and means controlling theoperation of said prime movers and operatively associated with saidshifting means so as to maintain said prime mover control meansinoperative until the said sequential clutch engagement has beeneffected.

17. In combination with a vehicle having a prime mover and powertransmitting mechanism including forward and reverse clutches, clutchshifting means operable to selectively connect said prime mover andpower transmitting mechanism for propelling. the vehicle in eitherdirecing means and said means controlling power development so that anactuation of thesaid clutch shifting control means'operates the saidmeans controlling power development to terminate the development ofpower by the said prime mover.

18. In combination with a vehicle having a prime mover, powertransmitting mechanism including forward and reverse clutches, clutchshifting means operable to selectively connect said prime mover andpower transmitting mechanism for propelling the vehicle in eitherdirection, means controlling the actuation of said clutch shiftingmeans, and means including braking and motion responsive mechanismoperatively associated with said vehicle and with said means controllingthe actuation of said clutch shifting means so that either a ,forward ora rearward movement of said vehicle prevents an actuation of the saidclutch shifting means and so that the actuation of the said meanscontrolling the actuation of said clutch shifting means effects abraking action operative to terminate either a' forward or a rearwardmovement of the vehicle.

19. In combination with a vehicle having a prime mover, powertransmitting mechanism including forward and reverse clutches, clutchshifting means operable to selectively connect said prime mover andpower transmitting mechanism for propelling the vehiclein eitherdirection, means controlling the actuation of said clutch shiftingmeans, and means including braking and motion responsive mechanism operatively associated with said prime mover and with said means controllingthe actuation of said clutch shifting means so that anoperating movementof the prime mover prevents an actuation of the said clutch shiftingmeans and so that the actuation of the said means controlling theactuation of said clutch shifting mean effects -a braking actionoperative to terminate movement of the prime mover.

20. In combination with a vehicle having a plurality of prime movers, adrive shaft for each prime mover, power transmitting mechanism ineludingforward and reverse clutches, clutch shifting means operable toselectively connecteach prime mover with its' associated drive shaft forrotating the said drive shaft in opposite directions, separate meanscontrolling the actuation of each said clutch shifting means andoperatively associated with the said drive shaft so that a rotation ofthe said drive shaft prevents an actuation of the said cl'itch shiftingmeans, I

braking mechanism operatively associated with each of said drive shafts,and means operatively connecting the means controlling the actuation ofeach of said clutch shifting means and the braking mechanism associatedwith each drive shaftso that anactuation of the saidgneans controllingthe actuation of each of said clutch shifting means operates the saidbraking mechanism to terminate rotation of the said shaft.

21. In combination with a power driven device having a prime moverconnected with a driving element through power transmitting mechanismincluding a clutch, clutch shifting means, means controlling "theactuation of said clutch shifting means and operatively associated withsaid prime mover so that an operating movement of said prime moverprevents an actuation of the said clutch shifting means.

22. In combination with a power driven vehicle having a prime moverconnected with a driving element through power transmitting mechanismincluding a clutch, clutch shifting means, means controlling theactuation of said clutch shifting means and operatively associated withsaid vehicle so that either, a forward or a rearward movement of thevehicle prevents an actuation of the said clutch shifting means.

23. In combination with a power driven device having a prime moverconnected with a driving element through power transmitting mechanismincluding a clutch, clutch shifting means, means operative to effect aslow operation of said prime mover, and means controlling operation ofsaid slow operating means and operatively connected with said clutchshifting means so that said slow operating means is rendered operativeby a clutch engaging movement of said clutch shifting means.

24. In combination with a power driven device having a prime mover andpower transmitting mechanism including a clutch, clutch shifting means,operable to selectively establish a driving connection between saidprime mover and device, means controlling actuation of said clutchshifting means and operatively connected with said prime mover so thatan operating movement of said prime mover prevents an actuation of thesaid clutch shifting means, meanscontrolling,

the development of power by said prime mover, and means operativelyconnecting said clutch shifting means and said means controlling powerdevelopment so that an actuation of the said clutch shifting controlmeans operates said means controlling power; development to terminatethe development of power'by said prime mover.

